Steam engine regulating means



June 5, 1934. MILNER 1,961,673

STEAM ENGINE REGULATING MEANS Filed Oct. 13, 1928 3 Sheets-Sheet 1 J6 i if Hp Curve of flrafi/ fncLdentio I I Maxmzum flfawbarRdZ Waist 14 FueL Draft 12 Inchea 1 Water 8 Back 6 Pressure H1 4 my O P 40 J50 J50 Speed fiezizi/Wrze/i June 1934. B. B. MILNER STEAM ENGINE REGULATING MEANS Filed Oct. 13, 1928 3 Sheets-Sheet 2 June 5', 1934. B. B. IMILNER 1,961,673

STEAM ENGINE REGULATING MEANS Filed Oct. 13, 1928 3 Sheets-Sheet 5 48 LFL/ Patented June 5, 1934 UNITED STATES PATENT OFFEQ Application October 13,

14 Claims.

The present invention relates to steam engine regulating means.

The present invention will be described with particular reference to locomotive practice, inasmuch as the invention is very well adapted to meet certain problems which arise in locomotive practice. It will be understood, however, as the description proceeds, that the invention is of broader application.

An object of the present invention is to provide eflicient means for controlling the supply of fuel, air or water to a steam engine boiler, which means operates automatically in response to predetermined functions of the steam engine associated with said boiler.

A further object is to provide a control for the fuel, air or water supplied to a steam engine boiler which is conjointly responsive to the speed and cut-off of the engine supplied by said boiler.

-A furtherobject is to provide a control for the fuel, air or water supplied to a steam engine boiler, which control operates automatically in response to power developed by the engine supplied by said boiler.

Further objects will appear as the description proceeds.

Referring to the drawings- Figure 1 is a chart illustrating certain fundamental relationships between the speed of a steam engine, cut-off of said steam engine and draft, back pressure, power developed, or water, fuel or air supply;

Figure 1A is a diagrammatic organization view showing parts of a locomotive, including mechanism which may be utilized in the practice of the present invention;

Figure 1B is a diagrammatic view showing the present invention connected to be responsive to the back pressure of a locomotive;

Figure 2 is a View, partly in cross section of a part of 1A, illustrating a valve having a pair of cooperating gates;

Figure 3 is a sectional view taken along the plane indicated by the arrows 3-3 of Figure 2;

Figure 4 is a view on a reduced scale showing operating mechanism for one of the gates shown in Figure 2, the operating mechanism shown in Figure 4 being responsive to engine cut-off;

Figure 5 is a view on a reduced scale showing operating mechanism for the other of the gates shown in Figure 2, the structure shown in Figure 5 being responsive to engine speed;

Figure 6 is a detached view showing part of the operating mechanism of Figure 4; I

Figure '7 is a sectional view taken along the 1928, Serial No. 312,250

plane indicated by the arrows '7-'7 of Figure 4;

Figure 8 is a sectional view illustrating a simplified control operating in response to one of the functions of the steam engine.

The chart appearing in Figure 1 shows graphically the fundamental relationships existing between the following three factors:

(1) Speed;

(2) Cut-oil; and

(3) Power; water, fuel or air consumption; draft (inches of water) and its equivalent, back pressure in pounds per square inch.

The items listed under heading (3) above are functions of both of the other two items, that is--speed and cut-off. That is to say, power, water, fuel and air consumption, draft, and back pressure, vary proportionally to one another, increasing or decreasing with corresponding increases or decreases in either speed or cut-01f, or both. 7

According To common practice at the present time, the engine man manually controls the supply of water and fuel to the locomotive, which operation requires careful attention upon the part of the engine man if operating eificiency is to be approximated. The present invention contemplates means which will automatically accomplish more uniform regulation of water or fuel supply to meet the requirements of changing load and speed conditions than has heretofore been the case.

For example, referring to Figure 1, if a locomotive running at 120 R. P. M. and 50% cut-off and therefore developing a draft or back pressure of approximately 8 units (with horse power and water or fuel consumption corresponding thereto) encounters a grade retarding the speed to 95 R. P. M., and if the water and fuel feed be not reduced from 8 units to approximately 6 units, water will excessively accumulate in the boiler, and excessive amounts of water will be consumed and wasted. However, if in the event of any such reduction in speed (cut-off remaining constant) correct corresponding reductions are made in the water and fuel supply, the water level and the steam pressure within the boiler will be maintained at a desired efiicient operating condition. If, on the other hand, a locomotive running at a speed of 120 R. P. M. and operating at 59% cut-off, consuming water and fuel (according to the chart in Figure 1) corresponding to a draft or back pressure of 8 units, encounters lesser grade conditions, causing the speed to increase to 150 R. P. M., and the water and fuel feed be not increased to correspond with the draft or'back pressure of 10 units, the water level and pressure within the boiler will be reduced; or, in other words, the boiler will be run out of water and pressure.

However, still assuming constant cut-off, in the event of any such increase in speed, if corresponding increases are made in the water and fuel supply, the water level and the steam pressure within the boiler will be mainiained'at a desired efficient operating condition.

Again assuming that the locomotive is running at 120 R. P. M. at cut-off, developing power and consuming water and fuel in amounts corresponding to a draft or back pressure of 8 units, if the cut-off be increased from 50% to in order to maintain a speed of 120 R. P. lVL, the water and fuel supply must also be correspondingly increased to the figure represented by approximately 11 units in order to mainfain the desired water level and steam pressure within the boiler; or, if under the same running conditions, to avoid an increase in speed above 120 R. P. M. (which increase would otherwise be occasioned by changed grade conditions), the engine man decreases the cut-off from 50% to 40%, the water and fuel supply must be correspondingly reduced to that represented by a draft or back pressure of approximately 5 units in order to avoid the accumulation of excess water and steam pressure within the boiler.

From an inspection of Figure 1 and from the above description it will be seen that any modification in speed and/or cut-off, as for example from the speed of 120 R. P. M. and 50% cut-off, must be accomplished by a corresponding adjustment of the water and fuel supply. So long as these adjustments are made manually, they cannot be expected to be made at the moment required for efficient operation. Usually such adjustments are not made until after objectionable fluctuations from proper conditions have occurred.

For example, such modifications in water level and pressure are not ordinarily made until a very considerable variation from efficient conditions has called the attention of the engine man to the necessity of making the required changes in the water and fuel supplies.

Power and water and fuel requirements vary wiih both speed and cut-01f; that is, one of the factors of speed and cut-off being constant, power and water and fuel requirements vary with the other. In other words, speed being constant, changes in cut-off must be accompanied by corresponding changes in water and fuel supply to keep pace with changes in power development.

Figures 1A and 1B and Figures 2 to '7 inclusive disclose means for accomplishing the improved control of the fuel supply automatically and semiautomatically. Figure 1A is an organization View showing the applicability of the present inven tion to control the stoker of a locomotive in re sponse to speed and the cut-off adjustment of a locomotive. Figure 1B shows part of the loco.- motive of Figure 1A but showing the aggregation thereto of an embodiment of the invention directly responsive to back pressure. The manner of connecting up the embodiments of the present invention for controlling other materials used in the boiler of the steam engine will be obvious to ihose skilled in the art.

Referring to Figures 1A, 2 and 3, the numeral 10 indicates a valve casing, which, for purposes of clarity in the explanation, is provided with the square aperture 11 for the passage of water, air or fuel. or a fluid whose flow correspondingly controls the supply of said materials. Said aperture 11 may control the passage of steam for supplying an automatic stoker, or may control the passage of any other fluid or flowing material, and the variation in the effective area of said aperture may therefore result, either directly or through relays to control the supply of water, a'r or fuel. Figure 1A is an organization view showing the present invention applied to a locomotive. Said figure shows an inlet pipe 10a which may connect to the steam dome of a locomotive and an outlet pipe 10?) which may connect with a control means for the fuel supply to the boiler of the locomotive, an example of such control means being the valve connected with the oil supply of the locomotive, or a stoker engine for operating a stoker for the locomotive. In Figure 1A a stoker is illustrated diagrammatically, said stoker being indicated by the numeral 100, said stoker be'ng operated by the stoker engine 10d. Said aperture 11 is controlled by the two gates 12 and 13, which are rectangular in outline. Both of said gates 12 and 13 are represented in full closed position in Figures 2 and 3. It will be clear that when the said gates are withdrawn from their full closed position, the passage of steam through the aperture 11 will be permitted for controlling the supply of fuel or water.

The effective area of the aperture 11 controlled by the gates 12 and 13 will be the product of the linear displacements from full closed position of said gates 12 and 13. The gate 12 is controlled by the rod 14, the position of which is controlled by the cut-off mechan sm indicated as a whole by the numeral 15. Said rod 14 may include a turnbuckle 14A, or its equivalent, for varying the effective length of said rod, whereby the engine man may make adjustments in the position of valve 12 if and when he finds same necessary.

Said cut-off mechanism includes the tumbling shaft 16, which tumbling shaft is provided with the crank arm 1'? represented in full lines in Fig ure 4 in its neutral position. Said crank arm 1'7 may be controlled from the cab of a locomotive, as for example by means of the rod 17a. In said neutral position, the corresponding gate 12 is held in closed position. Rigidly fixed upon the tumbling shaft 16 is the split collar 18 comprising the two parts 19 and 20. Said parts 19 and 20 may be held tightly upon the shaft 16 by means of the cap screws 2l21. Mounted adjacent to the collar 18 is the cross head 22 slidably supported within the housing 23. Said cross head 22 is adapted to be actuated by one or the other of the pins 24-24 projecting from the member 19. The cross head 22 is secured by the yoke 25 to the rod 14. The spr ng 26 is provided within the casing 23 and normally urges the cross head 22, yoke 15 and rod 14 toward the left as the parts are viewed in Figure 4, whereby to urge the corresponding gate 12 to closed position. It will be clear that when the crank arm 17 is moved to one side or the other of its neutral position. one or the other of the pins 24 will urge the cross head 22 in opposit on to the spring 26, withdrawing the rod 14 and communicating a corresponding opening movement to the gate 12. The details of the mechanism for moving the rod 14 in response to changes in cut-off form no part of the present invention and need not be described in detail herein.

The gate 13 is controlled by the rod 27, preferably provided with the turnbuckle 27A orother device for varying the effective length of said rod, which rod is moved in response to the speed responsive mechanism 28. Referring to Figure 5, it will be noted that the illustrated embodiment of the speed responsive device 28 includes the cyl'nder 29 having the piston 30 disposed therein, which piston 30 is connected to the rod 2'7. A spring 31 normally urges the piston 30 in a direction to communicate a closing movement to the gate 13. Communicating with the cylinder 29 on the same side of the piston 30 as the rod 27 is the pipe 32 adapted to communicate pres sure to the piston 30 in opposition to the spring 31. According to the present invention, the force exerted upon the piston 30 in opposition to the spring 31 is proportional to the speed of the steam engine. The means for translating the functon of speed into a function of force form no part of the present invention. However, a means for accomplishing the purpose is disclosed schematically in Figure 5. The numeral 33 represents a chamber communicating with the pipe 32. Said chamber is provided with the diaphragm 34 having the restricted aperture 35. The diaphragm 34 divides the chamber 33 into two compartments 36 and 37. Communication is had between compartments 36 and 37 not only through the restricted aperture 35, but through a pair of valves 38 and 39, which control communication between said compartments 36 and 37 and an intermediate compartment 40. Said valves 38 and 39 are biased to closed position; but when pressure is exerted upon said valve 39 from within the compartment 37, or pressure is released within the compartment 40, said valve 39 will open to permit communication between the compartment 37 and compartment 40. When pressure is increased within the compartment 40, sad valve 38 will open to permit communication between said compartment 40 and compartment 36.

One wall of the intermediate compartment 40 is provided with the cylinder 41 provided with the piston 41A adapted to be operated with a pumping action by means of the reciprocable rod 42, which rod may be connected up to a moving part of the steam engine, whereby the speed of reciprocation of said rod 42 will vary with the speed of said steam engine. Communicating with the compartment 37 is the reservoir 43 for. oil or other fluid. It will be clear that as the piston 41A is operated with a pumping action, oil within the chamber 33 will be pumped up past the valve 39, through. the intermediate compartment 40, past the valve 38 and through the restricted orifice 35. As the speed increases, the pressure will be built up within the compartment 36, which pressure will be communicated through the pipe 32 to the piston 30, moving same in opposition to the spring 31. With increases in speed of reciprocation of the rod 42, fluid within. the reservoir 43 will be drawn into the chamber 33 to fill up the extra space provided by the inward movement of the piston 30 within the cylinder 29. It will be clear, therefore, that the rod 27 and accordingly the gate 13 will be operated with an opening movement in response to speed changes of the steam engine.

The efiective area of the passageway provided by movement of the gates 12 and 13 varies, it will be observed, in proportion to the cut-off and the speed of the steam engine. By reason of the construction shown in Figures 2 to 7, inclusive, the engine man is relieved of the necessity of making adjustments for cut-off and speed, the effective aperture of the valve 10 being automatically varied in response to changes of said functions.

Reference may now be had to Figure 3, which shows a simpler construction operating in response to power, water and fuel consumption, back pressure in the exhaust passages of the engine, draft in the smoke box, or other function proportional to those mentioned. The functions mentioned are equal to some function of the product-of cut-off and speed.

In Figure 8 the numeral 44 indicates 2. casing which provides an aperture controlled by the gate 45, which gate in turn is controlled by the rod 46. Said rod 46 is connected to the piston 47, which is reciprocably disposed within the cylinder 48. A spring 49 urges the piston outwardly, biasing the gate 45 to closed position. Said rod 46 may be provided with means for varying the effective length thereof, as for example by means of a turnbuckle 46A. Communicating with the piston 47 on the same side as the rod 46 is the pipe 50. It will be clear that as pressure within the pipe 50 increases, the piston 47 will be moved in opposition to the spring 49, whereby a corresponding opening movement will be communicated to the gate valve 45. The pipe 50 according to the present invention is connected to the steam engine in such manner that the pressure within said pipe is responsive to the back pressure or to the draft pressure of said engine. Preferably, the pipe 59 is connected to be responsive to the back pressure, inasmuch as the back pressure is greater and more dependable than is the draft pressure as a governing function. According to the construction shown in Figure 8, only the one gate valve 45 is required, inasmuch as said valve is responsive to the back pressure or draft pressure, each of which, as stated above, is proportional to the product of cut-off and speed.

It will be understood. of course, that instead of operating both valve 12 and valve 13 automatically, one of said valves. as for example the valve 12, may be automatically controlled and the other may be manually controlled. This will have the advantage of cutting down installation cost and afford semi-automatic control.

Attention is directed to the means for varying the elfective length of the rods for moving the valves in Figures 2 and 8. If for any reason the mechanism should get out of proper adjustment, as for example if the spring 31 in Figure 5 or the spring 49 in Figure 8 should lose its proper calibration, the operation of the illustrated embodiments of the present invention, though correct for certa n speeds, may not be correct for other speeds. In practical operation it is desirable, therefore, that the engine man may be able to adjust his mechanism independently of the automatic adjustment, whereby to modify control of the regulation until the defective spring (or other part) is replaced by the proper member. Said turnbuckles 14A. 27A and 46A may, if preferred, be adjustable from the locomotive cab through connections not shown. 1 I

Though certain preferred embodiments of the present invention have been described in detail, it will be understood that many modifications will occur to those skilled in the art. It is intended to cover all such modifications that fall within the scope of the appended claims.

What is claimed is- 1. Control means for a steam engine operated by steam from a boiler comprising valve means for controlling the fiow of a substance consumed in the operation of the boiler of said steam engine, and means for operating said valve means conjointly responsive to the cut off adjustment and speed of said steam engine. a

2. Control means for a steam engine operated by steam from a boiler comprising valve means for controlling the flow of material consumed in the operation of the boiler of said engine, said valve means being biased to closed position, and

pressure means for operating said valve means conjointly responsive to the cut-off adjustment and speed of said engine.

3. Control means for a steam engine operated by steam from a boiler comprising valve means for controlling the flow of material consumed in the operation of the boiler of said engine, and means operating proportionally to functions of the back pressure of said engine for controlling said valve-means.

4. Control means for a steam engine operated by steam from a boiler comprising valve means for. controlling the flow of material consumed in the operation of the boiler of said engine, said valve means being biased to closed position, and means operating proportionally to functions of the back pressure of said engine for moving said valve means from biased position.

5. Control means for a steam engine operated by steam from a boiler including valve means controlling the ilovv of material consumed in the operation of the boiler of said engine, operating means for said valve means, said operating means being provided with means for varying the effective lengths thereof, and control means for said operating means responsive to functions of speed and cut-off of said engine.

6. Regulating means for an engine operated by steam from a boiler including, in combination, valve means for controlling the flow of material consumed in the operation of the boiler of said engine, said valve means including gate means, operating means for said gate means, means for biasing said gate means to closed position, means responsive to the speed of said engine for con trolling said operating means, a second operating means for said gate means, and means for controlling said second operating means responsive to the cut-off of said engine. i

7. Regulating means for an engine operated by steam from a boiler including, in combination, valve means for controlling the flow of material consumed in the operation of the boiler of said engine, said valve means including gate means, operating means for said gate means, means for biasing said gate means to closed position, means responsive to the speed of said engine for controlling said operating means, a second operating means for said gate means, and means for controlling said second operating means responsive to the cut-off of said engine, said operating means being provided with means for readily varying the efiective lengths thereof.

8. Control means for a boiler operated steam engine including, in combination, valve means for controlling the flow of material consumed in the operation of the boiler of said engine, a pair of operating members for conjointly controlling said valve means, said valve means being biased to closed position, and automatic control means for at least one of said operating means, said control means being responsive to the speed of said engine.

9. Control means for a boiler operated steam engine including, in combination, valve means for controlling the flow of material consumed in the operation of the boiler of said engine, a pair of operating members for conjointly controlling said valve means, said valve means being biased to closed position, and automatic control means for at least one of said operating means, said control means being responsive to the speed of said engine, said one operating means being provided with readily, operable means for changing the effective length thereof.

. 10. Control means for a steam engine operated by steam from a boiler, including in combination, valve means for controlling the flow of material consumed in the operation of the boiler of said engine, a pair of operating members for conjointly controlling said valve means, said valve means being biased to closed position, and automatic control means for one of said operating means, said control-means being responsive to the cut-off adjustment of said engine.

11. Control means for a steam engine operated by steam from a boiler, including in combination, valve means for controlling the flow of material consumed in the operation of the boiler of said engine, a pair of operating members for conjointly controlling said valve means, said valve a means being biased to closed position, and automatic control means for one of said operating means, said control means being responsive to the cut-ofi adjustment of said engine, the operating means associated with said automatic control means being provided with readily adjustable means for varying the effective length thereof.

12. Control means for a steam engine operated by steam from a boiler comprising valve means for controlling the flow of material con-- sumed in the operation of the boiler of said engine, and means operating proportionally to functions affecting the back pressure of said engine for controlling said valve means.

13. Control meansfor a steam engine operated by steam from a boiler comprising valve means for controlling the floW of material consumed in the operation of the boiler of said engine, said valve means being biased to closed position, and means operating proportionally to functions affecting the back pressure of said engine for moving said valve means from biased position.

14.. Control means for a steam engine operated by steam from a boiler comprising means for controlling the flow of material consumed in the operation of the boiler of said engine and means directly responsive to the back pressure of said engine for operating said flow controlling means.

BERT B. MILNER. 

